EP2366595B1 - Fahrzeugverhaltensteuervorrichtung - Google Patents

Fahrzeugverhaltensteuervorrichtung Download PDF

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Publication number
EP2366595B1
EP2366595B1 EP08878906.0A EP08878906A EP2366595B1 EP 2366595 B1 EP2366595 B1 EP 2366595B1 EP 08878906 A EP08878906 A EP 08878906A EP 2366595 B1 EP2366595 B1 EP 2366595B1
Authority
EP
European Patent Office
Prior art keywords
steering
brake pressure
preparatory
preparatory brake
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP08878906.0A
Other languages
English (en)
French (fr)
Other versions
EP2366595A1 (de
EP2366595A4 (de
Inventor
Ryochi Watanabe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP2366595A1 publication Critical patent/EP2366595A1/de
Publication of EP2366595A4 publication Critical patent/EP2366595A4/de
Application granted granted Critical
Publication of EP2366595B1 publication Critical patent/EP2366595B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/12—Pre-actuation of braking systems without significant braking effect; Optimizing brake performance by reduction of play between brake pads and brake disc
    • B60T2201/122—Pre-actuation in case of ESP control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/03—Driver counter-steering; Avoidance of conflicts with ESP control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/08—Driving in reverse
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up

Definitions

  • the present invention relates to a vehicle behavior controlling apparatus that stabilizes behavior of a vehicle when steering operations are continuously performed alternately in right and left directions to a steering wheel (switchback steering).
  • the vehicle behavior controlling apparatus which, when the yaw moment generated when such second or subsequent steering operation is performed is excessive, allows the yaw moment in the opposite direction to act on the vehicle body so as to reduce the yaw moment, thereby keeping the behavior of the vehicle in a stable state while inhibiting an excessive roll amount (roll moment), is conventionally known.
  • the vehicle behavior controlling apparatus generates the yaw moment in the opposite direction by braking force applied to a front outer wheel in turning.
  • the vehicle behavior controlling apparatus applies in advance a brake fluid pressure (hereinafter, referred to as "preparatory brake pressure”) to braking force generating means of the wheel, which becomes the front outer wheel in turning next, and controls such that the braking force can be applied with excellent responsiveness when the wheel actually becomes the outer wheel in turning and requires the generation of the braking force.
  • preparatory brake pressure control the control to apply the preparatory brake pressure is referred to as "preparatory brake pressure control”.
  • the following patent document 1 discloses the vehicle behavior controlling apparatus of this type.
  • the vehicle behavior controlling apparatus of the patent document 1 is configured to apply the preparatory brake pressure to the wheel, which becomes the front outer wheel in turning next along with the steering operation, to exert the light braking force thereon when the second or subsequent steering operation is performed in the switchback steering, and properly apply the braking force to generate the above-described yaw moment in the opposite direction to the wheel when this judges that the excessive yaw moment acts on the vehicle body as a result of the steering operation.
  • the preparatory brake pressure is applied in advance to the wheel, which is the control target when generating the yaw moment in the opposite direction, it is possible to apply the braking force to the wheel with excellent responsiveness as necessary, and to perform the excellent stabilization control of the vehicle behavior by the yaw moment in the opposite direction thereby generated.
  • the following patent document 2 discloses the technique to make the starting criterion to start applying the second braking force smaller than a predetermined criterion when the turning in one direction is judged in the vehicle behavior controlling apparatus to apply the first braking force to the wheel when the vehicle is judged to turn in one direction and to apply the second braking force to the wheel when this is judged to turn in another direction. According to the technique of the patent document 2, it becomes possible to apply the second braking force early when the second steering operation to turn the vehicle in another direction is performed in the switchback steering, and it is possible to stabilize the behavior of the vehicle while inhibiting the excessive roll amount.
  • starting judgment of the preparatory brake pressure control is started at the time point at which the steering operation in the opposite direction is started. This is because it is possible that a judgment result of the starting judgment is obtained after the behavior of the vehicle corresponding to the steering operation is started when this is performed after finishing the steering operation in the opposite direction, so that it is possible that the braking force control with excellent responsiveness by the application of the preparatory brake pressure cannot be performed and the excellent stabilization of the vehicle behavior cannot be obtained.
  • the yaw moment in the opposite direction at that time is generated by the braking force to the front outer wheel in turning to which the preparatory brake pressure is applied along with the previous steering operation.
  • the preparatory brake pressure is applied to the front wheel opposite to the front outer wheel in turning, so that the yaw moment in the opposite direction becomes smaller than that before the returning operation is performed. Therefore, when the returning operation to the steering center is performed in the middle of the switchback steering, the control accuracy of the behavior stabilization of the vehicle is deteriorated.
  • an object of the present invention is to provide the vehicle behavior controlling apparatus capable of improving disadvantage of such conventional example and improving the control accuracy of the behavior stabilization of the vehicle when the returning operation of the steering wheel to the steering center is performed in the middle of the switchback steering.
  • a vehicle behavior controlling apparatus includes a preparatory brake pressure controlling means that, when steering operation in an opposite direction is detected after the steering operation of a steering wheel in one direction, applies a preparatory brake pressure to a wheel, which becomes an outer wheel in turning next along with the steering operation in the opposite direction, wherein the preparatory brake pressure controlling means is configured to inhibit application control of the preparatory brake pressure when is detected a returning operation of the steering wheel to a steering center in the middle of the switchback steering operation in which the steering operation in one rotational direction relative to the steering center and the steering operation in the other rotational direction relative to the steering center are alternately repeated.
  • the preparatory brake pressure controlling means is configured to inhibit an application amount of the preparatory brake pressure low, thereby inhibiting the application control of the preparatory brake pressure.
  • the preparatory brake pressure controlling means is configured to forbid the application control of the preparatory brake pressure, thereby inhibiting the application control of the preparatory brake pressure.
  • a condition to detect the switchback steering operation is set such that it is hard to detect the switchback steering operation when the application control of the preparatory brake pressure is being inhibited.
  • a detection of the switchback steering operation is performed based on a comparison of transverse acceleration of a vehicle, a steering angle speed of the steering wheel and yaw angle acceleration of the vehicle with each of predetermined threshold values, respectively.
  • the vehicle behavior controlling apparatus inhibits the application control of the preparatory brake pressure when the returning operation of the steering wheel to the steering center is performed in the middle of the switchback steering. Therefore, the vehicle behavior controlling apparatus can prevent a situation in which the preparatory brake pressure associated with erroneous judgment that it is the switchback steering is applied to the front wheel or the rear wheel opposite to the wheel, which is the control target in the preparatory brake pressure control associated with the previous normally executed switchback steering. Therefore, the vehicle behavior controlling apparatus does not unnecessarily decrease the yaw moment in the opposite direction generated in the previous vehicle behavior control, so that the control accuracy of the behavior stabilization of the vehicle when performing the returning operation of the steering wheel to the steering center in the middle of the switchback steering can be improved.
  • Embodiments of a vehicle behavior controlling apparatus according to the present invention are hereinafter described in detail with reference to the drawings. Meanwhile, the present invention is not limited by the embodiments.
  • FIGS. 1 to 4 A first embodiment of the vehicle behavior controlling apparatus according to the present invention is described with reference to FIGS. 1 to 4 .
  • the vehicle behavior controlling apparatus of the first embodiment is prepared as one function of an electronic control unit (ECU) 1 illustrated in FIG. 1 .
  • the electronic control unit 1 is composed of a central processing unit (CPU) not illustrated, a read only memory (ROM), which stores a predetermined control program and the like in advance, a random access memory (RAM) for temporarily storing an operation result of the CPU, a backup RAM for storing information and the like prepared in advance and the like.
  • CPU central processing unit
  • ROM read only memory
  • RAM random access memory
  • FIG. 1 An example of a vehicle 10 to which the vehicle behavior controlling apparatus is applied is illustrated in FIG. 1 .
  • the vehicle 10 is equipped with a steering device for steering steered wheels W FL and W FR by steering operation of an operator.
  • the steering device is provided with a steering wheel 21 operated by the operator, a steering shaft 22 connected to the steering wheel 21, steering torque transmitting means 23 for transmitting steering torque of the steering shaft 22 toward right and left steered wheels W FR and W FL , tie rods 24L and 24R for connecting the steering torque transmitting means 23 and the steered wheels W FL and W FR , respectively, and steering operation amount detecting means 25 for detecting a steering operation amount of the steering wheel 21 by the operator.
  • the steering torque transmitting means 23 is a so-called rack and pinion mechanism composed of a pinion gear 23a arranged on a tip end of the steering shaft 22 and a rack gear 23b, which meshes with the pinion gear 23a.
  • the right and left tie rods 24R and 24L are connected to both ends of the rack gear 23b and the steered wheels W FL and W FR connected to the tie rods 24L and 24R, respectively, are steered together with movement of the rack gear 23b.
  • the steering operation amount is intended to mean, for example, a steering angle ⁇ .
  • the steering operation amount detecting means 25 detects the steering angle ⁇ from a rotational angle of the steering shaft 22 and transmits a detection signal to the electronic control unit 1.
  • the steering angle ⁇ is detected as a positive value when the steering wheel 21 is steering-operated in a counterclockwise direction (left turning direction) from a neutral position (steering center) and is detected as a negative value when this is steering-operated in a clockwise direction from the steering center.
  • the steering device in which the steering wheel 21 and the steered wheels W FL and W FR are mechanically connected is herein illustrated, the steering device may be a so-called steer-by-wire type without the mechanical connection therebetween.
  • the vehicle 10 is provided with a power source such as an engine and a motor not illustrated.
  • the vehicle 10 transmits power of the power source to a drive wheel as driving force to travel.
  • the vehicle 10 is equipped with a brake device for stopping or decelerating the vehicle 10 in travel.
  • the brake device is configured to be able to generate target wheel braking torque (target wheel braking force) for each of wheels W FL , W FR , W RL and W RR by individual magnitude.
  • the device for generating frictional force between engaging elements utilizing force of a brake fluid pressure, thereby exerting the target wheel braking torque (target wheel braking force) on the wheels W FL , W FR , W RL and W RR is herein illustrated.
  • the brake device is provided with a brake pedal 31 operated by the operator, brake servo means (brake booster) 32 for doubling an operation pressure (pedal force) associated with brake operation input to the brake pedal 31 at a predetermined doubling ratio, a master cylinder 33 for converting the pedal force doubled by the brake servo means 32 to the brake fluid pressure corresponding to an operation amount of the brake pedal 31 (hereinafter, referred to as a "master cylinder pressure") and a reservoir tank 34 for reserving brake fluid, as illustrated in FIGS. 1 and 2 .
  • the brake pedal 31, the brake servo means 32 and the like serve as brake fluid pressure generating means for generating the brake fluid pressure corresponding to the operation amount of the brake pedal 31 by the operator.
  • the brake device is provided with brake fluid pressure adjusting means (hereinafter, referred to as a "brake actuator") 35 capable of adjusting the master cylinder pressure for each of the wheels W FL, W FR , W RL and W RR , brake fluid pressure lines 36 FL , 36 FR , 36 RL and 36 RR of the wheels W FL , W FR , W RL and W RR , respectively, to each of which the brake fluid pressure (master cylinder pressure or the brake fluid pressure obtained by adjusting the master cylinder pressure) through the brake actuator 35 is transmitted, and braking force generating means 37 FL , 37 FR , 37 RL and 37 RR to which the brake fluid pressure of the brake fluid pressure lines 36 FL , 36 FR , 36 RL and 36 RR is supplied for generating wheel braking torque (wheel braking force) in the wheels W FL , W FR , W RL and W RR , respectively, as illustrated in FIGS. 1 and 2 .
  • brake fluid pressure adjusting means (hereinafter, referred
  • Each of the braking force generating means 37 FL , 37 FR , 37 RL and 37 RR is a frictional brake device for applying frictional force to a member, which rotates integrally with each of the wheels W FL , W FR , W RL and W RR , thereby inhibiting rotation of each of the wheels W FL , W FR , W RL and W RR to perform brake operation.
  • each of the braking force generating means 37 FL , 37 FR , 37 RL and 37 RR is provided with a disc rotor individually attached so as to be integral with each of the wheels W FL , W FR , W RL and W RR , respectively, a brake pad as a frictional material for generating the frictional force by being pressed against the disc rotor and a caliper fixed to a vehicle main body for pressing the brake pad toward the disc rotor by the brake fluid pressure supplied from the brake actuator 35.
  • each of the braking force generating means 37 FL , 37 FR , 37 RL and 37 RR the brake pad is pressed against the disc rotor by pressurizing force corresponding to the master cylinder pressure or the brake fluid pressure after being adjusted transmitted from the brake actuator 35. Therefore, in each of the wheels W FL , W FR , W RL and W RR , the wheel braking torque (wheel braking force) of magnitude corresponding to the master cylinder pressure or the brake fluid pressure after being adjusted is generated.
  • braking torque and braking force generated by the master cylinder pressure are referred to as “master cylinder pressure braking torque” and “master cylinder pressure braking force”, respectively.
  • the braking torque and the braking force generated by the brake fluid pressure after adjustment obtained by pressurizing the master cylinder pressure are referred to as “pressurized braking torque” and “pressurized braking force”, respectively.
  • the brake actuator 35 of the first embodiment is illustrated as being provided with a first brake fluid pressure circuit system for transmitting the brake fluid pressure to a right front wheel W FR and a left rear wheel W RL and a second brake fluid pressure circuit system for transmitting the brake fluid pressure to a left front wheel W FL and a right rear wheel W RR . That is to say, the brake actuator 35 has a structure with an X-line brake fluid pressure circuit.
  • the brake device of the first embodiment is provided with first and second brake fluid pressure lines 38 and 39, one ends of which are connected to the hydraulic chambers and the other ends of which are connected to the first and second brake fluid pressure circuit systems.
  • the brake actuator 35 has the structure with the X-line brake fluid pressure circuit and supplies the brake fluid pressures (master cylinder pressures) in the first and second brake fluid pressure lines 38 and 39 to the braking force generating means 37 FL , 37 FR , 37 RL and 37 RR directly or after the adjustment.
  • the brake actuator 35 operates according to a control instruction of the brake fluid pressure controlling means of the electronic control unit 1.
  • the brake actuator 35 is provided with a master cylinder pressure sensor 41 for detecting the brake fluid pressure supplied from the master cylinder 33 (that is to say, the master cylinder pressure).
  • the master cylinder pressure sensor 41 is arranged in one of the first and second brake fluid pressure lines 38 or 39 for transmitting the detection signal to the electronic control unit 1.
  • the master cylinder pressure sensor 41 is illustrated to be arranged in the first brake fluid pressure line 38.
  • the brake actuator 35 is provided with master cut valves 42 and 43 as flow amount adjusting means of the brake fluid in the first and second brake fluid pressure circuit systems, respectively.
  • the master cut valve 42 is arranged downstream of the master cylinder pressure sensor 41.
  • Each of the master cut valves 42 and 43 is a so-called normal open type flow amount adjusting electromagnetic valve, which is normally in an opened state, and control of an opening degree of the valve is executed along with energization by the brake fluid pressure controlling means of the electronic control unit 1. That is to say, each of the master cut valves 42 and 43 adjusts the pressure of the brake fluid discharged from each of pressurizing pumps 69 and 70 to be described later by controlling the opening degree of the valve according to an energization amount to release toward the master cylinder 33.
  • downstream in the first embodiment is intended to mean a downstream side in a flow direction of the brake fluid at the time of the pedal operation (that is to say, a direction toward the braking force generating means 37 FL , 37 FR , 37 RL and 37 RR ).
  • the first brake fluid pressure line 38 is connected to a connection path 44 through the master cut valve 42
  • the second brake fluid pressure line 39 is connected to a connection path 45 through the master cut valve 43.
  • two branched paths 46 and 47 are connected to the connection path 44 of the first brake fluid pressure circuit system so as to be branched therefrom
  • two branched paths 48 and 49 are connected to the connection path 45 of the second brake fluid pressure circuit system so as to be branched therefrom.
  • the branched paths 46 and 47 are connected to the brake fluid pressure line 36 FR of the right front wheel W FR and to the brake fluid pressure line 36 RL of the left rear wheel W RL , respectively.
  • the branched paths 48 and 49 are connected to the brake fluid pressure line 36 RR of the right rear wheel W RR and to the brake fluid pressure line 36 FL of the left front wheel W FL , respectively.
  • brake fluid pressure adjusting units capable adjusting the brake fluid pressure for the braking force generating means 37 FL , 37 FR , 37 RL and 37 RR are arranged on the branched paths 46, 47, 48 and 49 for the wheels W FL , W FR , W RL and W RR , respectively.
  • the brake fluid pressure adjusting units are composed of holding valves 50, 51, 52 and 53, brake fluid pressure discharge paths 54, 55, 56 and 57 and pressure reducing valves 58, 59, 60 and 61 prepared for the wheels W FL , W FR , W RL and W RR , respectively.
  • the holding valves 50, 51, 52 and 53 are arranged on the branched paths 46, 47, 48 and 49, respectively, and further, the brake fluid pressure discharge paths 54, 55, 56 and 57 are connected downstream of the holding valves 50, 51, 52 and 53 so as to be branched from the branched paths 46, 47, 48 and 49, respectively. Then, the pressure reducing valves 58, 59, 60 and 61 are arranged on the brake fluid pressure discharge paths 54, 55, 56 and 57, respectively.
  • Each of the holding valves 50, 51, 52 and 53 is a so-called normal open type electromagnetic valve, which is in an opened state in a normal non-excited state, and is put into an excited state along with the energization by the brake fluid pressure controlling means of the electronic control unit 1 to be closed.
  • each of the pressure reducing valves 58, 59, 60 and 61 is a so-called normal close type electromagnetic valve, which is in a closed state in the normal non-excited state and is put into the excited state along with the energization by the brake fluid pressure controlling means to be opened.
  • a brake fluid pressure discharge/collection path 62 for collecting the brake fluid pressure discharge paths 54 and 55 of the first brake fluid pressure circuit system and a brake fluid pressure discharge/collection path 63 for collecting the brake fluid pressure discharge paths 56 and 57 of the second brake fluid pressure circuit system are prepared, and the brake fluid pressure discharge/collection paths 62 and 63 are connected to auxiliary reservoirs 64 and 65, respectively.
  • a pump path 66 branched from a branch point of the connection path 44 and the branched paths 46 and 47 to be connected to the brake fluid pressure discharge/collection path 62 is arranged.
  • a pump path 67 branched from a branch point of the connection path 45 and the branched paths 48 and 49 to be connected to the brake fluid pressure discharge/collection path 63 is arranged.
  • the pressurizing pumps (pressurizing units) 69 and 70 driven by one motor 68 are arranged on the pump paths 66 and 67, respectively.
  • the pressurizing pumps 69 and 70 are configured to discharge the brake fluid toward the branch points on a side of the master cut valves 42 and 43, respectively, and supply pressurized brake fluid pressure to the branched paths 46 and 47 and to the branched paths 48 and 49, respectively. That is to say, the pressurizing pump 69 of the first brake fluid pressure circuit system increases the brake fluid pressure to be supplied to the braking force generating means 37 FR and 37 RL in order to increase the braking force to be generated in the right front wheel W FR and the left rear wheel W RL , respectively.
  • the pressurizing pump 70 of the second brake fluid pressure circuit system increases the brake fluid pressure to be supplied to the braking force generating means 37 FL and 37 RR in order to increase the braking force to be generated in the left front wheel W FL and the right rear wheel W RR , respectively.
  • the motor 68 is driven by power supplied from a battery not illustrated.
  • dumper chambers 71 and 72 for preventing pulse of the brake fluid discharged from the pressurizing pumps 69 and 70 are arranged in the pump paths 66 and 67, respectively.
  • suction paths 73 and 74 branched from the first and second brake fluid pressure lines 38 and 39 to be connected to the auxiliary reservoirs 64 and 65, respectively, are arranged in the brake actuator 35, and further, reservoir cut check valves 75 and 76 are arranged on a side of the auxiliary reservoirs 64 and 65 on the suction paths 73 and 74, respectively.
  • the brake device of the first embodiment thus configured, of which operation is controlled by the brake fluid pressure controlling means of the electronic control unit 1 as described above, performs antilock brake system (ABS) control, vehicle stability control (VSC) and the like.
  • ABS antilock brake system
  • VSC vehicle stability control
  • the brake fluid pressure controlling means sets the target wheel braking torque or the target wheel braking force of the wheels W FL , W FR , W RL and W RR , which are control targets, or target vehicle braking torque or target vehicle braking force based on the operation amount of the brake pedal 31 by the operator and a request value from the vehicle behavior controlling apparatus to be described later.
  • the brake fluid pressure controlling means obtains a target brake fluid pressure to the braking force generating means 37 FL , 37 FR , 37 RL and 37 RR , which are the control targets capable of compensating insufficiency, controls the brake actuator 35 based on the target brake fluid pressure to pressurize the master cylinder pressure, and allows the braking force generating means 37 FL , 37 FR , 37 RL and 37 RR to generate pressurized braking torque (pressurized braking force) to satisfy the target wheel braking torque (target wheel braking force).
  • the electronic control unit 1 of the first embodiment is equipped with the vehicle behavior controlling apparatus as one function as described above.
  • the vehicle behavior controlling apparatus is the control device for controlling such that excessive roll moment and yaw moment do not act on a vehicle body by second or subsequent steering operation at the time of switchback steering, which is configured to turn the vehicle 10 with behavior thereof stabilized while inhibiting an excessive roll amount by generating the yaw moment in a direction opposite to this yaw moment in the vehicle body.
  • the vehicle behavior controlling apparatus (electronic control unit 1) is provided with switchback steering detecting means for detecting switchback steering (in other words, steering operation in an opposite direction after the steering operation of the steering wheel 21 in one direction) by the operator.
  • the switchback steering detecting means judges whether it is the time of the switchback steering, which requires application of a preparatory brake pressure, using a comparison result of transverse acceleration Gy(y), which acts on the vehicle body, and a predetermined threshold value Thgy (>0), a comparison result of a steering angle speed ⁇ str(y) of the steering wheel 21 by the operator and a predetermined threshold value Th ⁇ str1 ( ⁇ 0), and a comparison result of yaw angle acceleration ⁇ y(y), which acts on the vehicle body, and a predetermined threshold value Th ⁇ y1 (>0).
  • An acceleration sensor and the like for detecting the acceleration in a transverse direction of the vehicle body may be used, for example, as the transverse acceleration detecting means 81.
  • the transverse acceleration Gy is detected as a positive value when the vehicle 10 turns to left and detected as a negative value when this turns to right.
  • the transverse acceleration Gy(y) is a positive value in both of left turn and right turn.
  • information of the transverse acceleration Gy may be used to judge a turn direction of the vehicle 10 based on whether the value is positive or negative.
  • the steering angle speed ⁇ str is the positive value when the steering wheel 21 is steering-operated in the counterclockwise direction and the negative value when this is steering-operated in the clockwise direction as described above. Therefore, the steering angle speed ⁇ str(y) is a negative value at the time of the switchback steering regardless of the turning direction of the vehicle 10.
  • the yaw rate y can be detected by a yaw rate sensor 82 illustrated in FIG. 1 , and this is herein detected as a positive value when the vehicle 10 turns to left and detected as a negative value when this turns to right.
  • the yaw angle acceleration ⁇ y is obtained as a positive value when the vehicle 10 turns to left and obtained as a negative value when this turns to right. Therefore, the yaw angle acceleration ⁇ y(y) is a positive value regardless of the turning direction of the vehicle 10.
  • the switchback steering detecting means is allowed to judge that it is the time of the switchback steering, which requires the application of the preparatory brake pressure to a predetermined wheel.
  • the vehicle behavior controlling apparatus (electronic control unit 1) is provided with preparatory brake pressure controlling means for applying the preparatory brake pressure to a predetermined wheel when the switchback steering is detected and allowing the vehicle 10 to turn and travel with the behavior thereof stabilized while inhibiting the excessive roll amount associated with the switchback steering.
  • the preparatory brake pressure controlling means selects the wheel, which becomes a front outer wheel in turning next, based on a steering operation direction of the steering wheel 21 when the switchback steering is detected and applies the preparatory brake pressure before the wheel finishes rolling in an opposite direction.
  • the preparatory brake pressure is intended to mean the brake fluid pressure for generating light braking force, which does not obviously decrease rotational speeds of the wheels W FL and W FR being the control target, for example, in other words, the brake fluid pressure capable of generating the braking force corresponding to the brake fluid pressure with excellent responsiveness when a larger brake fluid pressure is applied.
  • the preparatory brake pressure is applied to the right front wheel W FR when the steering operation when the switchback steering is detected is to turn to left (turn the steering wheel 21 in the counterclockwise direction) and applied to the left front wheel W FL when the steering operation at that time is to turn to right (turn the steering wheel 21 in the clockwise direction) and is realized by control of the brake actuator 35.
  • the preparatory brake pressure controlling means sets a preparatory brake pressure control mode M1 at this time.
  • the preparatory brake pressure control mode M1 there are a right front wheel control mode M1FR for applying the preparatory brake pressure to the braking force generating means 37 FR of the right front wheel W FR , a left front wheel control mode M1FL for applying the preparatory brake pressure to the braking force generating means 37 FL of the left front wheel W FL and a preparatory brake pressure off mode M1off in which the preparatory brake pressure is not applied to either of them.
  • the preparatory brake pressure controlling means sets the right front wheel control mode M1FR, this controls the brake actuator 35 to apply the preparatory brake pressure to the right front wheel W FR .
  • the preparatory brake pressure controlling means allows the brake actuator 35 to close the master cut valve 42 and the pressure reducing valve 58 related to the right front wheel W FR and to open the holding valve 50, and to drive the motor 68 and the pressurizing pump 69 such that the preparatory brake pressure is applied to the braking force generating means 37 FR of the right front wheel W FR .
  • the brake actuator 35 at that time is controlled such that the master cut valve 43, the holding valves 51, 52 and 53 and the pressure reducing valves 59, 60 and 61 related to other wheels W FL , W RL and W RR , respectively, are closed and the braking force is not applied (preparatory brake pressure is not applied) to the other wheels W FL , W RL and W RR .
  • the preparatory brake pressure controlling means sets the left front wheel control mode M1FL, this controls the brake actuator 35 to apply the preparatory brake pressure to the left front wheel W FL .
  • the preparatory brake pressure controlling means allows the brake actuator 35 to close the master cut valve 43 and the pressure reducing valve 61 related to the left front wheel W FL and to open the holding valve 53, and to drive the motor 68 and the pressurizing pump 70 such that the preparatory brake pressure is applied to the braking force generating means 37 FL of the left front wheel W FL .
  • the brake actuator 35 at that time is controlled such that the master cut valve 42, the holding valves 50, 51 and 52 and the pressure reducing valves 58, 59 and 60 related to other wheels W FR , W RL and W RR are closed and the braking force is not applied (preparatory brake pressure is not applied) to the other wheels W FR , W RL and W RR .
  • the preparatory brake pressure controlling means sets the preparatory brake pressure off mode M1off, this controls the brake actuator 35 such that the braking force is not applied (preparatory brake pressure is not applied) to each of the wheels W FL , W FR , W RL and W RR .
  • the preparatory brake pressure controlling means controls the brake actuator 35 at least not to drive the motor 68 and the pressurizing pumps 69 and 70.
  • the electronic control unit 1 judges whether execution of the preparatory brake pressure control may be permitted as illustrated in the flowchart in FIG. 3 (step ST10).
  • the judgment at the step ST10 is to examine whether there is a trouble in executing the preparatory brake pressure control. For example, at the step ST10, it is judged that "the execution of the preparatory brake pressure control is permitted" when the vehicle is not braked and when the brake device and the sensor required for the ABS control, the VSC and the like normally act.
  • the preparatory brake pressure controlling means of the electronic control unit 1 judges whether the preparatory brake pressure control mode M1 is set to the preparatory brake pressure off mode M1off (step ST15). On the other hand, when it is judged that the execution of the preparatory brake pressure control cannot be permitted at the step ST10, the preparatory brake pressure controlling means sets the preparatory brake pressure control mode M1 to the preparatory brake pressure off mode M1off (step ST20). Meanwhile, the preparatory brake pressure control mode M1 is set to the preparatory brake pressure off mode M1off in an initial state (state in which the preparatory brake pressure control is never executed after ignition is turned on).
  • step ST25 When the electronic control unit 1 judges that the preparatory brake pressure control mode M1 is set to the preparatory brake pressure off mode M1off at the step ST15, this allows the switchback steering detecting means to judge whether the switchback steering in which the application of the preparatory brake pressure is required is performed (step ST25).
  • the judgment at the step ST25 is performed using the comparison result of the transverse acceleration Gy(y) and the predetermined threshold value Thgy, the comparison result of the steering angle speed ⁇ str(y) and the predetermined threshold value Th ⁇ str1 and the comparison result of the yaw angle acceleration ⁇ y(y) and the predetermined threshold value Th ⁇ y1, as described above.
  • step ST25 it is judged to be the time of the switchback steering, which requires the application of the preparatory brake pressure to the predetermined wheel, when the transverse acceleration Gy(y) is larger than the predetermined threshold value Thgy (>0), when the steering angle speed ⁇ str(y) of the steering wheel 21 is smaller than the predetermined threshold value Th ⁇ str1 ( ⁇ 0) and when the yaw angle acceleration ⁇ y(y) is smaller than the predetermined threshold value Th ⁇ y1 (>0).
  • the preparatory brake pressure controlling means judges whether the steering angle speed ⁇ str detected at that time is the positive value ( ⁇ str>0), that is to say, whether the steering operation at the time of the switchback steering is to turn the vehicle 10 to left (step ST30).
  • the preparatory brake pressure controlling means judges at the step ST30 that the steering angle speed ⁇ str is the positive value and it is the steering operation to turn the vehicle 10 to left, since the wheel, which becomes the front outer wheel in turning next, is the right front wheel W FR , this sets the preparatory brake pressure control mode M1 to the right front wheel control mode M1FR (step ST35).
  • the preparatory brake pressure controlling means judges that the steering angle speed ⁇ str is not the positive value at the step ST30, this judges that the steering angle speed ⁇ str is the negative value ( ⁇ str ⁇ 0) and that the steering operation at the time of the switchback steering is to turn the vehicle 10 to right, and sets the preparatory brake pressure control mode M1 to the left front wheel control mode M1FL (step ST40).
  • the preparatory brake pressure controlling means judges whether an absolute value of the detected steering angle ⁇ is smaller than a predetermined threshold value Th ⁇ (>0) and an absolute value of the calculated steering angle speed ⁇ str is smaller than a predetermined threshold value Th ⁇ str2 (>0), or whether an absolute value of the calculated yaw angle acceleration ⁇ y is smaller than a predetermined threshold value Thay2 (>0) (step ST45).
  • step ST45 it is affirmatively judged when the absolute value of the steering angle ⁇ is smaller than the predetermined threshold value Th ⁇ (>0) and the absolute value of the steering angle speed ⁇ str is smaller than the predetermined threshold value Th ⁇ tr2 (>0), or when the absolute value of the yaw angle acceleration ⁇ y is smaller than the predetermined threshold value Thay2 (>0), and it is negatively judged in other cases.
  • step ST45 during the execution of the preparatory brake pressure control, when the absolute value of the steering angle ⁇ is smaller than the predetermined threshold value Th ⁇ (>0) and when the absolute value of the steering angle speed ⁇ str is smaller than the predetermined threshold value Th ⁇ str2 (>0), or when the absolute value of the yaw angle acceleration ⁇ y is smaller than the predetermined threshold value Thay2 (>0), that is to say, when it is affirmatively judged, it is judged to be returning operation of the steering wheel 21 to the steering center. Therefore, when the preparatory brake pressure controlling means affirmatively judges at the step ST45, this sets the preparatory brake pressure control mode M1 to the preparatory brake pressure off mode M1off (step ST50).
  • step ST45 there is a case in which it is affirmatively judged when the preparatory brake pressure control is not executed.
  • the procedure shifts to the step ST50 and the preparatory brake pressure controlling means sets the preparatory brake pressure control mode M1 to the preparatory brake pressure off mode M1off.
  • the preparatory brake pressure controlling means maintains the preparatory brake pressure control mode M1 (right front wheel control mode M1FR or left front wheel control mode M1FL), which is currently set. Also, at the step ST45, there is a case in which it is negatively judged when the preparatory brake pressure control is not executed. In this case, the preparatory brake pressure controlling means keeps setting the preparatory brake pressure control mode M1 to the preparatory brake pressure off mode M1off.
  • the preparatory brake pressure controlling means judges whether a previous preparatory brake pressure control mode M2 is not the preparatory brake pressure off mode M1off and whether a current preparatory brake pressure control mode M1 is the preparatory brake pressure off mode M1off as illustrated in the flowchart in FIG. 4 (step ST55).
  • step ST55 it is affirmatively judged if the previous preparatory brake pressure control mode M2 is the right front wheel control mode M1FR or the left front wheel control mode M1FL and when the current preparatory brake pressure control mode M1 is the preparatory brake pressure off mode M1off, and it is negatively judged in other cases.
  • step ST55 it is negatively judged when the setting of the preparatory brake pressure control mode M1 is first setting (that is to say, when the previous preparatory brake pressure control mode M2 is not determined) and when the preparatory brake pressure control is continuing (when both of the previous preparatory brake pressure control mode M2 and the current preparatory brake pressure control mode M1 are the right front wheel control mode M1FR or the left front wheel control mode M1FL).
  • the preparatory brake pressure control operation once flag F1 indicates that the execution of the preparatory brake pressure control is finished once.
  • the preparatory brake pressure controlling means judges whether the preparatory brake pressure control operation once flag F1 is set (step ST65).
  • step ST65 it is affirmatively judged when this is after the above-described step ST60, and it is negatively judged when it is negatively judged at the above-described step ST55, for example, when the preparatory brake pressure control mode M1 is set to the right front wheel control mode M1FR or the left front wheel control mode M1FL.
  • the preparatory brake pressure controlling means judges whether the operation flag elapsed time C1 becomes longer than a predetermined time T1 (step ST75).
  • the predetermined time T1 is a maximum time during which the execution of the preparatory brake pressure control is forbidden and is set to a response time (1 second and the like) of behavior change of the vehicle 10 associated with the steering operation, for example.
  • the judgment at the step ST75 is to forbid the execution of the preparatory brake pressure control until the operation flag elapsed time C1 becomes longer than the predetermined time T1 when the preparatory brake pressure control associated with the switchback steering is executed once and the returning operation of the steering wheel 21 to the steering center is performed next.
  • step ST75 it is negatively judged not only when the operation flag elapsed time C1 counted at the above-described step ST70 is shorter than the predetermined time T1 but also when it is judged that the preparatory brake pressure control operation once flag F1 is not set at the above-described step ST65, for example, when the preparatory brake pressure control mode M1 is set to the right front wheel control mode M1FR or the left front wheel control mode M1FL.
  • the preparatory brake pressure controlling means applies the current preparatory brake pressure control mode M1 as the previous preparatory brake pressure control mode M2 (M2 ⁇ M1) after it is negatively judged at the above-described step ST75 or after the above-described step ST80 (step ST85).
  • the preparatory brake pressure controlling means judges whether the current preparatory brake pressure control mode M1 is not the preparatory brake pressure off mode M1off and whether the preparatory brake pressure control operation once flag F1 is unset (step ST90).
  • the preparatory brake pressure controlling means affirmatively judges at the step ST90, this executes the preparatory brake pressure control according to the preparatory brake pressure control mode M1 (right front wheel control mode M1FR or left front wheel control mode M1FL) set at the above-described step ST35 or the above-described step ST40 (step ST95). According to this, the preparatory brake pressure control is started or continued when this is in execution.
  • the preparatory brake pressure control mode M1 right front wheel control mode M1FR or left front wheel control mode M1FL
  • the preparatory brake pressure controlling means negatively judges at the step ST90, this forbids the execution of the preparatory brake pressure control (step ST100).
  • the preparatory brake pressure controlling means can prevent the execution of the preparatory brake pressure control associated with erroneous judgment that this is the switchback steering.
  • the vehicle behavior controlling apparatus of the first embodiment applies the preparatory brake pressure to the wheel, which becomes the front outer wheel in turning next, when the switchback steering is detected.
  • the vehicle behavior controlling apparatus (vehicle behavior controlling means of the electronic control unit 1) applies the brake fluid pressure for generating the yaw moment in the opposite direction for inhibiting the excessive yaw moment on the vehicle body for the wheel to which the preparatory brake pressure is applied. According to this, the vehicle 10 can perform turn operation with the behavior thereof stabilized while inhibiting the excessive roll amount associated with the switchback steering.
  • the vehicle behavior controlling apparatus judges that the returning operation is the steering operation in the opposite direction in the switchback steering at the above-described step ST25 depending on the steering angle speed ⁇ str(y) and the like at that time. Therefore, the vehicle behavior controlling apparatus starts the preparatory brake pressure control associated with the switchback steering based on the erroneous judgment.
  • the vehicle behavior controlling apparatus sets the preparatory brake pressure control mode M1 to the preparatory brake pressure off mode M1off at the above-described step ST50 and the preparatory brake pressure control being executed is stopped at the above-described step ST100 later.
  • the vehicle behavior controlling apparatus is configured such that a forbidden state of the preparatory brake pressure control is continued at least for the predetermined time T1. According to this, the vehicle behavior controlling apparatus can prevent a situation in which the preparatory brake pressure associated with the erroneous judgment to be the switchback steering is applied to the front wheel opposite to the wheel, which is the control target in the previous normally executed preparatory brake pressure control.
  • the vehicle behavior controlling apparatus does not unnecessarily decrease the yaw moment in the opposite direction generated in the previous vehicle behavior control (vehicle behavior control executed for the wheel, which is the control target in the previous normally executed preparatory brake pressure control), so that control accuracy of the behavior stabilization of the vehicle when performing the returning operation of the steering wheel 21 to the steering center in the middle of the switchback steering can be improved.
  • the vehicle behavior controlling apparatus of the second embodiment is obtained by changing following points of the above-described vehicle behavior controlling apparatus of the first embodiment.
  • the vehicle behavior controlling apparatus is illustrated to be applied to the vehicle 10 illustrated in the first embodiment.
  • the vehicle behavior controlling apparatus of the second embodiment is configured such that each of the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 used in the judgment whether it is the switchback steering is gradually increased with elapse of time of the forbidden state (that is to say, the operation flag elapsed time C1) at least during the predetermined time T1 in which the forbidden state of the preparatory brake pressure control continues.
  • the vehicle behavior controlling apparatus of the second embodiment is configured such that it is hard to judge that "it is the switchback steering" while the forbidden state of the preparatory brake pressure control is continued by gradually increasing each of the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 during this time.
  • each of the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 which is a condition for detecting the steering operation from one direction to the opposite direction of the steering wheel 21, is set such that it is hard to detect the steering operation from one direction to the other direction during the above-described forbidden state in which the application control of the preparatory brake pressure is inhibited.
  • Each of the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 is calculated by threshold value setting means provided on the electronic control unit 1.
  • the threshold value setting means changes each of the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 based on following equations 1 to 3.
  • "C1" in the equations 1 to 3 represents the operation flag elapsed time also used in the first embodiment.
  • Thgy Thgy ⁇ 1 + C ⁇ 1
  • Th ⁇ str ⁇ 1 Th ⁇ str ⁇ 1 ⁇ 1 + C ⁇ 1
  • Th ⁇ y ⁇ 1 Th ⁇ y ⁇ 1 ⁇ 1 + C ⁇ 1
  • the arithmetic processing operation of the vehicle behavior controlling apparatus of the second embodiment can be described in detail with reference to flowcharts in FIGS. 4 and 5 . Since the arithmetic processing operation is identical to the arithmetic processing operation of the first embodiment in many parts, difference thereof from the first embodiment is herein described.
  • the threshold value setting means is allowed to execute setting of each of the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 based on the above-described equations 1 to 3 (step ST11).
  • the threshold values Thgy, Th ⁇ str and Th ⁇ y1 as large as those of the first embodiment are calculated at that time.
  • the operation flag elapsed time C1 counted at the step ST70 in FIG. 4 during the same is substituted.
  • the operation flag elapsed time C1 continues increasing until the predetermined time T1 elapses, so that each of the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 increases according to increase in the operation flag elapsed time C1.
  • the affirmative judgment becomes hard at the step ST25 in FIG. 5 .
  • the vehicle behavior controlling apparatus of the second embodiment can accurately maintain the forbidden state of the preparatory brake pressure control during the same and an effect similar to that of the first embodiment becomes more appropriate. That is to say, the vehicle behavior controlling apparatus of the second embodiment can further improve the control accuracy of the behavior stabilization of the vehicle when the returning operation to the steering center is performed in the middle of the switchback steering than that of the first embodiment.
  • the vehicle behavior controlling apparatus of the third embodiment is obtained by changing following points of the above-described vehicle behavior controlling apparatus of the first embodiment.
  • the vehicle behavior controlling apparatus is illustrated to be applied to the vehicle 10 illustrated in the first embodiment.
  • the vehicle behavior controlling apparatus of the third embodiment is configured such that, for each of the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 used in the judgment whether it is the switchback steering, a larger value than that of other times (hereinafter, referred to as "normal time") is used at least during the predetermined time T1 in which the forbidden state of the preparatory brake pressure control continues.
  • normal time a larger value than that of other times
  • each of the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 which is the condition for detecting the steering operation from one direction to the opposite direction of the steering wheel 21, is set such that it is hard to detect the steering operation from one direction to the other direction during the above-described forbidden state in which the application control of the preparatory brake pressure is inhibited.
  • the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 as large as those of the first embodiment are set as the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 of the normal time.
  • the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 of the normal time are indicated as threshold values ThgyLo, Th ⁇ str1Lo and Thay1Lo, respectively.
  • threshold values ThgyHi, Th ⁇ str1Hi and Th ⁇ y1Hi in the preparatory brake pressure control forbidden state those of larger values than the threshold values ThgyLo, Th ⁇ str1Lo and Th ⁇ y1Lo of the normal time are prepared.
  • the threshold values ThgyHi, Th ⁇ str1Hi and Th ⁇ y1Hi those of magnitude capable of accurately maintain the forbidden state during the forbidden state of the preparatory brake pressure control are set by performing examination and simulation in advance.
  • the vehicle behavior controlling apparatus of the third embodiment allows the threshold value setting means provided in the electronic control unit 1 to execute switching of the threshold values ThgyLo, Th ⁇ str1Lo and Th ⁇ y1Lo of the normal time and the threshold values ThgyHi, Th ⁇ str1Hi and Th ⁇ y1Hi in the preparatory brake pressure control forbidden state.
  • the arithmetic processing operation of the vehicle behavior controlling apparatus of the third embodiment can be described in detail with reference to flowcharts in FIGS. 4 and 6 . Since the arithmetic processing operation is identical to the arithmetic processing operation of the first embodiment in many parts, difference thereof from the first embodiment is herein described.
  • the threshold value setting means is allowed to execute the judgment whether the preparatory brake pressure control operation once flag F1 is unset (step ST12).
  • the threshold value setting means judges that it is not in the forbidden state of the preparatory brake pressure control and sets the threshold values ThgyLo, Th ⁇ str1Lo and Th ⁇ y1Lo of the normal time as the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 (step ST13).
  • the threshold value setting means performs the judgment at the step ST25 in FIG.
  • the threshold value setting means judges that the preparatory brake pressure control operation once flag F1 is set at the above-described step ST12, this judges that the preparatory brake pressure control is in the forbidden state and sets the threshold values ThgyHi, Th ⁇ str1Hi and Th ⁇ y1Hi in the preparatory brake pressure control forbidden state as the threshold values Thgy, Th ⁇ str1 and Th ⁇ y1 (step ST14). According to this, during the forbidden state of the preparatory brake pressure control, the affirmative judgment (judgment that it is the switchback steering) becomes hard at the step ST25.
  • the vehicle behavior controlling apparatus of the third embodiment can accurately maintain the forbidden state of the preparatory brake pressure control during this time and an effect similar to that of the first embodiment becomes more appropriate. That is to say, the vehicle behavior controlling apparatus of the third embodiment can further improve the control accuracy of the behavior stabilization of the vehicle when the returning operation to the steering center is performed in the middle of the switchback steering than that of the first embodiment.
  • the preparatory brake pressure is described as the brake fluid pressure to generate the light braking force, which does not obviously decrease the rotational speed of the wheels W FL and W FR , which are the control targets.
  • the preparatory brake pressure may be the brake fluid pressure in a state in which such braking force is not generated.
  • such preparatory brake pressure is the brake fluid pressure capable of starting to press the brake pad toward the disc rotor by slight increase in the brake fluid pressure, the brake fluid pressure capable of narrowing an interval between the brake pad and the disc rotor without allowing them to be brought into contact with each other and the like.
  • the vehicle behavior controlling apparatus of each of the first to third embodiment is configured to apply the preparatory brake pressure to the wheel, which becomes the front outer wheel in turning next in the above-described vehicle behavior control, and on the other hand to inhibit the application of the preparatory brake pressure when the above-described predetermined condition is satisfied.
  • the vehicle behavior control it is possible to turn the vehicle 10 with the behavior thereof stabilized while inhibiting the excessive roll amount even when the braking force is applied to the rear outer wheel in turning.
  • the vehicle behavior controlling apparatus may be configured to apply the preparatory brake pressure to the wheel, which becomes the rear outer wheel in turning next in the vehicle behavior control, and on the other hand, to inhibit application of the preparatory brake pressure to the rear wheel when the predetermined condition is satisfied, and the effect similar to that of the above-described illustration can be obtained.
  • the vehicle behavior controlling apparatus is useful as a technique to improve the control accuracy of the behavior stabilization of the vehicle when the returning operation to the steering center is performed in the middle of the switchback steering.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Claims (5)

  1. Eine Fahrzeugverhaltensteuervorrichtung (1) umfassend:
    ein einen vorbereitenden Bremsdruck steuerndes Mittel, welches,
    wenn nach der lenkenden Betätigung eines Lenkrads (21) in eine Richtung eine lenkende Betätigung in eine entgegen gerichtete Richtung erfasst wird, einen vorbereitenden Bremsdruck auf ein Rad (WFL oder WFR), welches zusammen mit der lenkenden Betätigung in die entgegen gerichtete Richtung als nächstes ein Außenrad beim Drehen wird, aufbringt, wobei
    die Fahrzeugverhaltensteuervorrichtung (1) dadurch gekennzeichnet ist, dass
    das den vorbereitenden Bremsdruck steuernde Mittel dazu eingerichtet ist, eine Aufbringsteuerung des vorbereitenden Bremsdrucks zu unterbinden, wenn eine rückstellende Betätigung des Lenkrads (21) zu der Lenkungsmitte mitten bei der rückschaltenden lenkenden Betätigung, bei welcher die lenkende Betätigung in eine Rotationsrichtung relativ zu der Lenkungsmitte und die lenkende Betätigung in die andere Rotationsrichtung relativ zu der Lenkungsmitte abwechselnd wiederholt werden, erfasst wird.
  2. Die Fahrzeugverhaltensteuervorrichtung (1) nach Anspruch 1, wobei das den vorbereitenden Bremsdruck steuernde Mittel dazu eingerichtet ist, eine Aufbringgröße des vorbereitenden Bremsdrucks niedrig zu sperren, wodurch die Aufbringsteuerung des vorbereitenden Bremsdrucks unterbunden wird.
  3. Die Fahrzeugverhaltensteuervorrichtung (1) nach Anspruch 1, wobei das den vorbereitenden Bremsdruck steuernde Mittel dazu eingerichtet ist, die Aufbringsteuerung des vorbereitenden Bremsdrucks zu verbieten, wodurch die Aufbringsteuerung des vorbereitenden Bremsdrucks unterbunden wird.
  4. Die Fahrzeugverhaltensteuervorrichtung (1) nach Anspruch 1, wobei eine Bedingung zum Erfassen der rückschaltenden lenkenden Betätigung so eingestellt ist, dass es schwierig ist, die lenkende Betätigung von der einen Richtung in die entgegen gerichtete Richtung zu erfassen, wenn die Aufbringungssteuerung des vorbereitenden Bremsdrucks unterbunden wird.
  5. Die Fahrzeugverhaltensteuervorrichtung (1) nach Anspruch 1, wobei eine Erfassung der rückschaltenden lenkenden Betätigung auf der Grundlage eines Vergleichs einer transversalen Beschleunigung eines Fahrzeugs (10), einer Lenkwinkelgeschwindigkeit des Lenkrads (21) und einer Gienivinkelbeschleunigung des Fahrzeugs (10) jeweils mit jeweiligen vorab festgelegten Schwellwerten durchgeführt wird.
EP08878906.0A 2008-12-16 2008-12-16 Fahrzeugverhaltensteuervorrichtung Not-in-force EP2366595B1 (de)

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WO2010070738A1 (ja) 2010-06-24
EP2366595A1 (de) 2011-09-21
US20110238268A1 (en) 2011-09-29
JPWO2010070738A1 (ja) 2012-05-24
CN102245449A (zh) 2011-11-16
CN102245449B (zh) 2014-06-11
EP2366595A4 (de) 2013-09-04
US8515625B2 (en) 2013-08-20

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